Power lever and engine using the same



April 6, 1948. c, HOF 2,439,002

POWER LEVER AND ENGINE USING THE SAME Filed Feb. 18, 1947 3 Sheets-Sheet 1 April 6, 1948.

R. c. HQF

POWER LEVER AND ENGINE USING THE SAME Filed Feb. 18, 1947 5 Sheets-Sheet 2 April 6, 1948. RC. HoF

POWER LEVER AND ENGINE USING THE SAME 3 Sheets-Sheet 3' Filed Feb. :18, 1947 r y o NN\ M lb 4 am I, f

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ma h as \r\ Patented Apr. 6, 1948 UNITED STATES emenr OFFICE "2,439,002.

.Powsettvm ;;AND sliNd'l-iv iilusmd THE SAME RufusCl Hot, La. Bolt, s. Dak. Application1FebruaryJ18, 1947, SerialNo; 129,331

6 Claims. 1

This invention relates to power developing levers and mechanical linkages.

An object of the invention is to provide a power developing lever which may be employed in a mechanical linkage including an engine crankshaft and piston, for increasing the power obtained during the cycle of operationthereof.

Another object of the invention is to provide a mechanical-movement of alever, fulcrum and crank-shaft, which develops: surpluspower.

A further object of the invention'isto provide a hydraulic engine whichis particularly adapted for incorporation therein of my improvedpower lever,

Still another object of the inven-tionis to,pro-' vide a mechanical movementincluding awpo-wer lever, which is simple in design, inexpensive to manufacture, and which is highly efiicient in Figure 2 is a sectional elevation takenon line 2-2 of Figure l. l I

Figure 3 is an elevational view ofthe power a lever and its cooperating parts.

Figure 4 is a sectional elevation of thepower lever assembly shown in Figure 3. 7, V

Figure 5 is asectional plan view takenon-line 5-5 ofFigure 3.

view showing the positions-of the .parts of the mechanical movement when the pistonis at the bottom of itsstroke.

Figure '7 is apartly diagrammaticelevational view showing thepositions of the .partsof the mechanical movement when the piston ris atan intermediate position of A its-stroke.

Figure 8 isa partly diagrammatic elevational view showing the positions of the parts of the mechanical movement when thepiston is atthe top of itsstrokaland I Figure 9 is a face view of thapower lever,; illustrating the engagement of itsstub shafts am the two notches provided i f or that purpose.

In order to understand clearly the nature the invention and the best means for carrying it out,.reference may now be had to-the=draw ings, in which like numerals'denote similar par ts throughout the several views.

o Figure 6 is a partlydiagrammatic -.e levationalseen t st in Figures 3, 4, n 5, the power developing lever ill is; divided longitudinally into twohalve I2 and;. I -t,lin orderto engage an engine crankshaft l6. Thedesign of theleverin two halves n ws for assembling over a four-:crank shaft. {The 210l'lg end t'i of the lever .ll]Tcontai ris a built in stub shaft lgextending cuter one; thereof, as seen in Figure 4, the shaft l8 being formed of; complementary halves integral with the lever halves I2-and' l 3, thefsha'f't being receivable inthe connecting rod bearing. 20.

Thesshort end g2 of the lever lfilcontains two integral-stub shafts 2 and gt to ngage with t e fulcrum; notches rgt and 30 respectively. The crank bearing laz onthepower lever It is cylindrica1ly;extended oneach side of the lever to hold itin ,position on the c'rank and to provide amplebearing surface. The fulcrumt l contains the two notches 23 andsii asshowm thesebeing adaptedlto receive the stub sh afts 2T4 and'ifi' or thepbwerlev er, These notches on the fulcrum are spaced to take up one linch o'rone-'thirdfof' the distance from center of the crank shaft to the center of the crank, whichin this case wouldflhe three inches. {Ihe other two inches, or twoethirds; distance of the length of the crank is taken up by the shortend of the power lever or thetwostub shafts I l-land 25 on the end of the lever.

The distance of the two stub shafts is thus a-1ine-two inches fromthe centerof the crank bearing onithelever. The forceexerted on the fulcrum by-l-the lever is taken care of by e-carrier douilt on; top .of the fulcrum 3E with two bevel edged wheelstfi rotatablethereon as shown in Figure each wheel operating ibetween a sepa rate pairof ange edged tracks 38, .allowingthe fulcrum to shift from :left to right as seen in Figures 6 through .8, and back again, and thus maintain: a constant coordination of the fulcrum with the lever l mwhich is anec essary and assured byathenaction cf :two links 40 and 42, and one bracket track-44. v p H The right hand sideaoperating tlinkdil; operates withhneend bearing on lever shaft 26, theopposite =.end=of the linkbearingbeing supported andheld seourely lat onef point on the fulcrum by a stub shaft .on the bracket 46 and consequently thedink swingswith therequired necessary 1movement of the lever andassures the returnoflthe lever stub shaft 2% to thevfulcruin notch '3 0'.

.Theilft nana'imktz cperate's on the opposite orlefti handside ofithe fulcrum and is connected tothe left hand sidbracket and lever shaft 3 24, and assures the return of the lever stub shaft 24 to the fulcrum notch 28. The two links may also assist the notches in support of lever pressure.

When the lever moves downward to a horizontal position shown in Figures 2 and 7, these links .do not maintain a close coordination of lever and fulcrum, this being taken care of by another connection, the bracket track 44 by engaging a roller 50 and 52 on the crank. The roller halves 50 and 52 are held on the crank by any suitable means such as by wire 54 being wound on a section of the roller as shown in Figure 4, with ends of the wire keyed and soldered into suitable holes in the number 50 half of the roller.

The separate or removable section 56 on the bracket end of the bracket track allows for removal or assembling of the bracket track over the crank. Three stud-bolts 58 attached in bracket 48 are inserted through fulcrum holes, bracket 46, bracket track 44 and section 56, and serve to securely attach all brackets to the fulcrum, being also secured and aligned accurately by machined shoulders 60, and by V-grooved surfaces at E2. The tracks 38 are preferably insulated for shock and sound absorption by composition rubber gaskets 64.

According to one embodiment of the invention, the parts shown may be made to fit and operate on a three inch length crank-arm to produce a six inch stroke. The short end of the lever would then have an operating length of two inches between the lever crank bearing and the fulcrum, and the long end of the lever to receive the power force applied would have a length of six inches between the lever crank bearing and the connecting rod shaft bearing I8.

These leverage specifications with one pound of power force applied on the long end of the power lever l produces three pounds of pressure on the short end of the lever, which is absorbed by the fulcrum, and the crank arm on the crank shaft receives a pressure weight of three pounds plus about one-third of a pound surplus. This is produced by the one pound of pressure on the long end of the power lever I0.

There are additional possibilities of altering the dimensions, as by lengthening or shortening the long end of the lever to give more or less surplus power with a given amount of force applied to the connecting rod shaft I8. For example, the power lever may be made with its long end about eighteen inches long between the crank bearing 32 and the connecting rod shaft I8, which increases the surplus power to about one pound for one pound of pressure onthe lever connecting rod shaft I8. There is also the possibility of designing the short end of the power lever, fulcrum and fulcrum notches for a longer or shorter crank-arm to meet various requirements, as a longer crank-arm permits of enlarging and strengthening of the lever stub shafts, fulcrum, the connecting links, brackets, and the bracket-track parts.

The need and requirement for a weight or force to apply on the power lever down stroke and then instant removal to complete the upward stroke, permits of using a new type hydraulicengine, illustrated in Figures 1 and 2, which can provide this force by power-pistons and valve control. About twenty per cent larger capacity pump-pistons to return and maintain pressure are driven by the power crank shaft.

Surplus power control is accomplished by open- 4 ing or closing the pressure port holes to the intake valves by a throttle or governor.

As seen in Figures 1 and 2, and in fragment in Figures 6, 7, and 8, there is a power-piston intake valve 66, intake-cam 68, exhaust-valve l0, and exhaust-cam l2. Pump-piston 14 has an intake-valve l0, intake-cam 18, exhaust- Valve 80, and an exhaust-cam 82.

Numeral 84 shows the pressure manifold connected with pump-piston outlet valve 80, which lconveys pressure to the throttle-tube 8% inside tube 08. The exhaust from power-piston 00 is through exhaust-valve I0 and manifold 92 connected to pipe 94 leading gravity oil to the pumppiston intake-valves 16 along with supply from the gravity tank outlet 96.

The broken out section of Figure 1 along broken line 91 shows two power-lever assemblies in their working position on the crank shaft, The throttle and governor tube being the high point of the engine, the top view is drawn in cross-section in full lines, with covered lines in dots or dashes.

The power lever crank-shaft through sprocket chain 98, connects and drives the pump-pistons crank shaft 99 which it encircles and engages by means of a sprocket wheel 95. Chain I00 connects the power lever crank shaft with and drives the power cylinder cam shaft I! to properly time and operate all the power cylinder valves. Chain I02 connects the pump-piston crank shaft with and drives the pump cylinder cam shaft I03 to properly time and operate all the pump cylinder valves.

The cylinder and pump-piston. I4 has an enlarged capacity in excess of the power-piston of about twenty percent, to return and maintain or increase the pressure for the power piston. The pressure is controlled by the pressure valve outlet I04 to gravity tank I06. The gravity tank I06 along with the exhaust oil from the power piston 90, fills the pump piston cylinder 14 on the intake stroke.

Surplus power is controlled by controlling the pressure flow as provided by a tube or sleeve 86 containing port holes to open or close the port holes in the pressure manifold pipe or tube 08 leading to the intake valve of the power piston, by means of a throttle lever I08, which rotates the sleeve to open or close the port holes. Control by governor is provided by arm I I0 connected by a shaft to fly-valves II2 provided for each of the power cylinder intake ports.

Figures 6, 7, and 8 show elevational views ,of the positions of the power lever I0 and connect-, ing rod II4 and the parts associated therewith during various stages of the cycle. Notch H6 in the connecting rod provides clearance for the bracket track roller 50 and 52.

Figure 6 shows the power lever I0 connected to' the power-piston 90 by the connecting rod H4 and having moved down the lin II8 by the hydraulic pressure on the piston 90 to complete the first step of the cycle of the power stroke. In the first half of the power stroke, the powerlever Ill pivots 0r hinges on the shaft 20 in the fulcrum notch 30 to the horizontal position. With the power lever at the horizontal position, both of the power lever shafts 24 and 26 are seated in the fulcrum notches 28 and 30. As the power lever leaves the horizontal position to move down the power stroke, it pivots, or hinges, on shaft 24 in the fulcrum notch 28. Numeral I20 marks the line point where the intake valve 66 opens for the power stroke. V

Power lever shaft it, connected to th bearing on the connecting rod H4, moves down with the crank on thecrank shaft along the line H-B from I29 to 12-2 and has completed the power stroke. Intake valve 66 has closed as the cam 68 has revolved from under the intake valve-stein roller [-24 at the proper instant.

The line H26 in Figure 6, drawnfrom the center of the power lever shaft Hi to the center of fulcrumnotch 28 and power lever shaft 24, shows the off center position of the crank shaft bearing 32 which now drivesthe power lever and forces it to reverse movement and the connecting rod bearing on shaft M3 to follow along line I28. The double curve in line I28 shown in Figures 7 and 8 is caused by the reversed power lever being driven from or along from the circle of the revolving crank of the crank shaft.

In Figure 7, with bracket track M assembled in operating position, the bracket it is partly behind the bracket track 44 as shown by dotted lines. About half the length of link it] is shown by dotted lines behind the bracket 46. The power lever IE is shown by dotted lines behind the fulcrum 34 and the bracket track M.

The exhaust stroke of the power-lever shaft It has followed along the line l2& and is shown half completed in Figure '7 with exhaust valve ill at open position as the cam 72 has properly engaged the exhaust valve-stem roller I30. In the exhaust stroke movement of the power lever upward and back to the horizontal position shown inFigure'lithe shaft 24 on the power lever pivots,

or hinges, in the fulcrum notch 28 and the shaft 25 returns to the fulcrum notch 30. In the movement made by the power lever from the position shown in Figure '7 to the position of Figure 8, the power lever shaft 25 pivots, or hinges, in the fulcrum notch 31 Figure 8 shows the exhaust stroke has followed along the second curved line 128 to complete the second step of the cycle or revolution of the crank shaft and power lever, with the exhaust valve 10 closed as the cam 12 is revolved from under the exhaust valve stem roller I38.

The three Figures 6, 7, and 8 as drawn, show the schematic power stroke and exhaust stroke working to complete the cycle required to operate the power-lever as being accomplished by the hydraulic engine. Each following revolution of the crank shaft and power lever repeats the above described movements.

In Figure '7, the bracket track 44 is shown engaging the crank roller il52, which at this point serves to hold the fulcrum 34 and power lever H] together in their operating movements. The three Figures 6, 7, and 8 show views of the link ll] in its changing operating positions and which, with link 62 on the opposite side of the fulcrum 34 serves to hold the power lever l0 and the fulcrum 34 together through all their required movements. The fulcrum as seen has moved to one extreme end position between its tracks 38 in Figure '7 in the exhaust stroke. The other extreme end position of the fulcrum on the tracks 38 occurs when driven by the power lever I0 in the half completed power stroke on line H8 as in Figure 6.

These three Figures 6, '7 and 8, also show the reason why it is possible to use the small size and off center position of the cylinder 132, with the clearance design of the connecting rod H4, for this length of stroke.

Although Ihave described apreferred embodis ment of my invention in specificterms,:it is'to be understood that'various changes maybe made in size, shape, materials and arrangement without departing fro :the spirit and scope of the invention as claimed.

I claim:

1. A power'lever for use in an engine-having a piston movable in a cylinder, with one end of a connecting rod engaging the piston, and having a rotatablecrankshaft, said power lever comprising an elongated body having a crank pin bearing aperture formed intermediate its end and dividing the lever bodyinto a long end portion and a short endportion, said long end portion being adapted for pivotal engagement with the lower end of the engine connecting rod, said short end portion having a pair of laterally spaced and projecting stub shafts for pivotal engagement at least one at a time with matching recesses formed in afulcrum portion of the engine housing.

2. An engine comprising a housing having :a cylinder formed therein, a pistonslidable in said cylinder, arotatable crank-shaft in said housing, a connecting rod having one end engaging said piston, a fulcrum member movably engaging said engine housing, and having a pair of fulcrum notches formed therein, and a power lever having a crank-shaft bearing formed intermediate its ends and dividing the lever body into a long end portion. and a short end portion, said long end portion being adapted for pivotal engagement with the lower end of the engine connecting rod, said short end portion having a pair of laterally spaced and projecting stub shafts for pivotal engagement at least one at a time with said fulcrum notches formed in said fulcrum as said parts undergo an engine cycle.

3. An engine comprising a housing having a cylinder formed therein, a piston slidable in said cylinder, a rotatable crank-shaft in said housing, a connecting rod having one end engaging said piston, a fulcrum member movably engaging said engine housing and constrained into movement,

perpendicular to the axis of rotation of the crankshaft, said fulcrum member having an extension with a pair of spaced fulcrum notches; formed therein, and a power lever comprising an elongated lever body with a bearing aperture formed therein intermediate its ends for reception of the said crank-shaft, said bearing aperture dividing said lever body into a long end portion and a short end portion, said long end portion being adapted for pivotal engagement with the lower end of the connecting rod, said short end portion having a pair of spaced stub shafts projecting laterally therefrom, said stub shafts being constructed and arranged for engagement at least one at a time with said fulcrum notches as said engine parts pass through an engine cycle.

4. An engine comprising a housing having a plurality of cylinders formed therein, a piston slidable in each cylinder, a rotatable crank-shaft journaled in said housing, a connecting rod connected at one end to each of said pistons, a

lever body into a long end portion and a short end portion, said long end portion having a first stub shaft projecting therefrom for pivotal engagement with the lower end of the corresponding connecting rod, said short end portion having a pair of spaced second stub shafts projecting laterally therefrom, said second stub shafts bein constructed and arranged for engagement at least one at a time with said fulcrum notches as said engine undergoes a cycle of operation.

5. A power lever for use in an engine having a piston movable in a cylinder, with one end of a connecting rod engaging the piston, and having a rotatable crank-shaft, said power lever comprising an elongated lever body having a bearing aperture formed therein intermediate its endsfor engaging said engine crank-shaft and dividing the lever body into a long end portion and a short end portion, said long end portion having a first stub shaft extending therefrom for pivotal engagement with the lower end of said connecting rod, said short end portion having a pair of spaced second stub shafts projecting therefrom, and a, fulcrum member movably engaging said engine housing and constrained into motion perpendicular to the axis of rotation of the crankshaft, and having an extension with a pair of fulcrum notches formed therein for'the reception, at least one at a time, of said second stud shafts as the engin passes through an engine cycle, said fulcrum notches being spaced to take up one-third of the distance from the centerof the crank-shaft to the center of the crank, the other two-thirds of the length of t up by the short end of the 6. A power lever for use in angengine having a piston movable in a cylinder, with one end of a connecting rod engaging the pis and having a rotatable crank-shaft journale the engine housing, said power lever compri g an elongated lever body having a bearing aperture formed intermediate its ends for 1 with said crank-shaft and dividing theal'everbody into a long end portion and a short end, ortion, said long end portion having a first stub shaft projecting therefrom for pivotal engagement with the lower end of the said connecting rod, a pair of spaced second stub shafts projecting from said short end portion adjacent the end thereof, said lever body being split longitudinally, means for securing the halves of said lever body together, a fulcrum member movably engaging said engine housing and constrained into motion perpendicular to the axis of rotation of the crankshaft, and having an extension witha pair of fulcrum notches formed therein for the reception, at least one at a time, of said second-stub shafts as the engine passesthrough an engine.

cycle, said fulcrum notches being spaced totake up one-third of the distance from the center-of the crank-shaft to the center of the cranlg'the" other two-thirds of the length of the crank being the fulcrum with saidpower levera 

